JP3083999B2 - Support device for one-way clutch in automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention belongs to the technical field of a support device for a one-way clutch used in an automatic transmission of a vehicle, and more particularly to a support device for supporting the one-way clutch in an axial direction of the automatic transmission. It belongs to the technical field.

[0002]

2. Description of the Related Art For example, in an automatic transmission of an automobile or the like, a planetary gear unit having a plurality of rotating elements, a plurality of frictional engagement elements including clutches and brakes for respectively engaging or locking the plurality of rotating elements, and Various automatic transmissions including an automatic transmission mechanism having a one-way clutch that engages only one-way rotation have been developed. In this automatic transmission, automatic transmission control is performed by appropriately controlling engagement and disengagement of a plurality of friction engagement elements and controlling rotation of a plurality of rotation elements of a planetary gear unit.

In the case where a one-way clutch is provided in such an automatic transmission, conventionally, for example, Japanese Patent Application Laid-Open No. 2-275
As disclosed in Japanese Patent Publication No. 170-170, etc., it is common practice to support the front and rear ends (axial ends) of an outer race of a one-way clutch with two snap rings.

[0004] In recent years, there has been a growing demand for automatic transmissions that are as small as possible and that are compact and lightweight. Therefore, even when the one-way clutch is supported in the axial direction, it is required to make the automatic transmission as compact as possible. Therefore, it is necessary to set the axial dimension of the automatic transmission to be shorter. A possible one-way clutch axial support is proposed in Japanese Patent Application Laid-Open No. 4-175543.

FIG. 5 is a cross-sectional view partially showing the one-way clutch in the axial direction supported by the automatic transmission disclosed in this publication. As shown in FIG. 5, the automatic transmission disclosed in this publication has a structure in which a first brake 52 and a second brake 53, which are multiple disc friction engagement elements, are disposed before and after a one-way clutch 51, respectively. The one-way clutch 51 is supported axially by the outer race 54 of the one-way clutch 51
The outer race 54 is axially supported at the front and rear ends thereof by two snap rings 57, 58, respectively. In addition, these snap rings 57,5
8, a baffle plate 60 for supporting the friction plate 59 of the first brake 52 in the axial direction and a baffle plate 62 for supporting the friction plate 61 of the second brake 53 in the axial direction are also provided.
Each is supported in the axial direction.

Thus, the two snap rings 57,
58 is an axial support of the front and rear ends of the outer race 54 of the one-way clutch 51 and the first and second brakes 52 and 53.
, The axial dimension of the automatic transmission can be set shorter.

However, in the axial support of the one-way clutch 51 of this publication, two snap rings 5 are provided.
7,58 are required, and the number of parts is large. Further, since the two snap rings 57, 58 are provided, a space for providing the two snap rings 57, 58 is required, and accordingly, the axial dimension of the automatic transmission is inevitably increased. Not only that, it is necessary to process a groove into which these snap rings 57 and 58 are fitted, so that the number of processing steps is large. For these reasons, the cost of this automatic transmission is forced to increase.

On the other hand, conventionally, a single snap ring that supports a one-way clutch is used to reduce the number of parts and the number of processing steps by effectively reducing the size of an automatic transmission and the one-way clutch. Axial support has been developed.

FIG. 6 is a cross-sectional view partially showing an example of the one-way clutch axially supported by such a single snap ring. As shown in FIG. 6, in supporting the one-way clutch, a step 63 is formed in the case 63. The outer race 66 of the one-way clutch 65 is spline-fitted into the spline groove 67 of the case 63, the front end of the outer race 66 is supported by the step 64, and the rear end of the outer race 66 is axially It is supported by. That is, the one-way clutch 65 is supported by the case 63.
The outer race 66 is supported between the stepped portion 64 and the snap ring 68. Further, the front end of the outer race 66 is provided with a brake 6 which is a multiple disc friction engagement element.
Nine friction plates 70 are supported in the axial direction.

As described above, the support structure of the one-way clutch 65 shown in FIG. 6 is more excellent in the compactness and cost of the automatic transmission than in the first two examples described above.

[0011]

However, in the support structure of the one-way clutch 65 shown in FIG. 6, since the friction plate 70 of the brake 69 is supported at the front end of the outer race 66, the frictional engagement force of the brake 69 is reduced. , Are directly supported by the outer race 66. For this reason, an unnecessary load that is not originally applied is applied to the outer race 66, and the one-way clutch 65
May not be performed smoothly and reliably, or the durability of the one-way clutch 65 may be reduced.

Further, if the strength of the outer race 66 is increased in order to cope with such a load, the outer race 66 is inevitably increased in size and weight, and as a result, the compactness of the automatic transmission is improved. Not only is spoiled, but also increases in weight.

SUMMARY OF THE INVENTION The present invention has been made in view of such circumstances, and has as its object to reduce the number of parts and the number of processing steps while reducing the size and weight of an automatic transmission. An object of the present invention is to provide a support device for a one-way clutch in an automatic transmission, which enables the one-way clutch to operate smoothly and reliably while further improving durability.

[0014]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention is directed to an automatic transmission having a one-way clutch and a multi-plate friction engagement element for restricting rotation of a gear element. A first spline groove provided axially on an inner peripheral side of a case of the automatic transmission, and an outer race of the one-way clutch is spline-fitted; and a first spline groove on an inner peripheral side of the case of the automatic transmission. A second spline groove which is provided adjacent to the spline groove in the axial direction, and in which a predetermined friction plate and a baffle plate of the multi-plate friction engagement element are spline-fitted; and the first and second spline grooves. And a snap ring attached to the first spline groove, and a baffle plate fitted in the second spline groove abuts the step. The movement of the one-way clutch in the axial direction is restricted by the first spline groove, and the outer race of the one-way clutch contacts the snap ring so that the outer race moves in the axial direction in the direction opposite to the second spline groove direction. And the movement in the axial direction toward the second spline groove is restricted by abutting on the baffle plate.

According to a second aspect of the present invention, a predetermined friction plate and a baffle plate of another multi-plate friction engagement element are fitted in the first spline groove, and the other multi-plate friction engagement element is provided. In the baffle plate, the axial movement toward the second spline groove is restricted by the snap ring.

According to a third aspect of the present invention, at least one of the baffle plate of the multi-plate frictional engagement element and the baffle plate of the other multi-plate frictional engagement element is a return of the corresponding multi-plate frictional engagement element. The spring is also used as a retainer for supporting the spring.

[0017]

In the one-way clutch supporting apparatus according to the first aspect of the present invention, the one-way clutch is restricted by the snap ring from moving in the axial direction in the direction opposite to the second spline groove direction. At the same time, the axial movement toward the second spline groove is restricted by the baffle plate of the multi-plate friction engagement element fitted in the second spline groove, so that only one snap ring is required, Accordingly, the groove processing of the snap ring can be omitted by one. This allows
Since the number of parts and the number of processing steps can be reduced, the cost can be reduced, and the size and weight of one automatic transmission can be reduced in the axial direction of the automatic transmission. .

Further, since the baffle plate of the multi-plate friction engagement element is restricted from moving in the axial direction toward the first spline groove at the step between the first and second spline grooves,
When the multiple disc friction engagement element is engaged, the engagement force in the axial direction toward the first spline groove is supported by this step and does not act on the one-way clutch. Thus, even if the one-way clutch is supported by the baffle plate, the one-way clutch can be operated smoothly and reliably, and the durability of the one-way clutch can be improved. Therefore, it is not necessary to increase the size of the components of the one-way clutch such as the outer race, and it is also possible to reduce the size, weight, and cost of the automatic transmission while ensuring that the functions of the one-way clutch can be exhibited. You can plan.

According to the second aspect of the present invention, the axial movement of the one-way clutch in which the snap ring moves in the direction opposite to the direction of the second spline groove, and another multi-plate frictional engagement in the direction of the second spline groove. One snap ring can be used in common for both these movement restrictions, since it serves both the function of restricting the axial movement of the baffle plate in the element. The common use of the components can further reduce the number of components, which is further advantageous for reducing the weight and size of the automatic transmission and reducing the cost. In addition, since the snap ring restricts the movement of the baffle plate of the other multi-plate frictional engagement element in the axial direction toward the second spline groove, when the other multi-plate frictional engagement element is engaged, Since the engaging force in the axial direction toward the second spline groove is supported by the snap ring and does not act on the one-way clutch, even if the snap ring performs both of the above-mentioned functions, the one-way clutch can be smoothed. In addition to being able to operate reliably, the durability of the one-way clutch can be improved. Therefore, it is not necessary to further increase the size of the components of the one-way clutch such as the outer race, and the function of the one-way clutch can be more reliably exerted.

Further, according to the third aspect of the present invention, at least one of the baffle plate of the multi-plate frictional engagement element and the baffle plate of another multi-plate frictional engagement element is connected to the return of the corresponding multi-plate frictional engagement element. Since the baffle plate also serves as a retainer, since the baffle plate also serves as a retainer for supporting the spring, the number of parts can be reduced, which is further advantageous for reducing the weight and size and cost of the automatic transmission. In particular, when the baffle plate of the multi-plate frictional engagement element is also used as a retainer, the baffle plate is always biased to the step by the biasing force of the return spring. Accordingly, the axial movement of the one-way clutch supported by the baffle plate in the direction toward the second spline groove can be stably regulated.

[0021]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a cross-sectional view showing an automatic transmission to which an example of an embodiment of a one-way clutch support device of the present invention is applied, FIG. 2 is a skeleton diagram schematically showing the automatic transmission, and FIG. FIG. 4 is a diagram illustrating an operation state of each element of the automatic transmission in each range. In FIG. 3, ３ indicates engagement, and X indicates non-engagement.

As shown in FIGS. 1 and 2, the automatic transmission A of the present embodiment has an input shaft 2 of a first shaft, a counter shaft 3 of a second shaft, and an axle of a third shaft aligned with an engine crankshaft 1. It has three shafts 4a and 4b, a torque converter 6 having a lock-up clutch (L / C) 5 and an automatic transmission mechanism 7 are arranged on the input shaft 2, and on a counter shaft 3 A counter mechanism 8 is provided, and a differential device 9 is provided on the axle shafts 4a and 4b.

The automatic transmission mechanism 7 has a planetary gear mechanism. The planetary gear mechanism has a Ravigneaux type planetary gear unit 12 in which a single planetary gear 10 and a dual planetary gear 11 are combined. In this planetary gear unit 12, a pinion that meshes with the second sun gear S2 of the single planetary gear 10 and a ring gear R of the dual planetary gear 11
1 and the dual planetary gear 11 meshing with the short pinion P1 of the dual planetary gear 11, respectively.
Are integrally formed as a common long pinion P. The short pinion P1 is meshed with the first sun gear S1 of the dual planetary gear 11. Further, a carrier that rotatably supports the long pinion P and the short pinion P1 is integrally formed as a common carrier CR for both the planetary gears 10 and 11. Further, the first sun gear 1 of the dual planetary gear 11 is formed integrally with a first hollow shaft 13 rotatably supported on the outer periphery of the input shaft 2, and the second sun gear S2 of the single planetary gear 10 is formed of a first hollow shaft. It is formed integrally with a second hollow shaft 14 supported on the outer periphery of the shaft 13.

The input shaft 2 and the first hollow shaft 13, that is, the first sun gear S1 of the dual planetary gear 11, are connected via a first (forward) clutch C1, and the input shaft 2 and the second hollow shaft are connected. 14, ie, the second sun gear S2 of the single planetary gear 10 is connected via a third (reverse) clutch C3. Also,
The second sun gear S2 is moved by the first brake B1 to the case 1
5 and a first one-way clutch F1 and a second brake B disposed in series with the one-way clutch F1 when rotating in one direction.
2 locks the case 15.

Further, the carrier CR is connected to the second clutch C2.
And is connected to the input shaft 2 via a third brake B3.
In addition, at the time of the one-way rotation, the second one-way clutch F2 disposed in parallel with the third brake B3 is locked to the case 15. The ring gear R1 of the dual planetary gear 11 is
Counter drive gear 16 rotatably supported by
The counter drive gear 16 is an output member of the automatic transmission mechanism 7.

The counter mechanism 8 includes a counter driven gear 17 supported by the counter shaft 3 and meshing with the counter drive gear 16 and a reduction gear 18 supported by the counter shaft 3 and serving as an output member of the counter mechanism 8. It has.

Further, the differential device 9 includes a differential carrier 19 serving as a gear mount case and left and right side gears 20a and 20b. This differential carrier 1
A ring gear 21 is fixed to 9, and this ring gear 21 meshes with the reduction gear 18 of the counter mechanism 8 to constitute a final reduction mechanism. The left and right side gears 20
a, 20b are connected to the left and right axle shafts 4a, 4b, respectively.

The automatic transmission A constructed as described above has P, R, and P set by a manual shift valve (not shown).
In each of the ranges of N, D, 2, and L, the clutches C1 to C3, as shown in FIG.
Each brake B1 to B3 and each one-way clutch F1
To F2 are engaged with each other, and each shift speed 1ST in each of the ranges P, R, N, and D ranges.
~ 4TH, each gear stage in 2 ranges 1ST ~ 3RD,
And the respective shift speeds 1ST to (3RD) in the L range.

The operation will be described below. I. Drive range (D range) In order to perform N → D shift, the manual shift valve is set to the position of the drive range (D range).

In the first speed state in the D range, the first clutch C1 is engaged, and the second one-way clutch F2 is engaged. In this state, the rotation of the input shaft 2 is controlled by the first sun gear S via the first clutch C1.
1 and further transmitted to the short pinion P1, and the rotation of the short pinion P1 is transmitted to the long pinion P. At this time, the long pinion P rotates in the forward direction while idling the second sun gear S2. The rotation of the long pinion P causes the common carrier CR to rotate in the reverse direction, but the second one-way clutch F2 locks the carrier CR to the case 15 against the reverse rotation, so that the carrier CR Is prevented from rotating. Therefore, the ring gear R1 is largely decelerated and rotated in the forward direction, and this rotation is
6 and transmitted to the counter driven gear 17 of the counter mechanism 8. Thereby, the first speed of the D range is achieved.

Further, in the counter mechanism 8, the rotation of the counter driven gear 17 is transmitted to the reduction gear 18 via the counter shaft 3, and further reduced and transmitted to the differential carrier 19 of the differential device 9 via the ring gear 21. Finally, the rotation of the differential carrier 19 is transmitted to the left and right axle shafts 4a, 4b via the left and right side gears 20a, 20b, respectively.

In the second speed state in the D range, the engaged state of the first clutch C1 is maintained. Also, the second
Is engaged, and the first one-way clutch F1 is engaged. In this state, the aforementioned 1
Similarly to the speed, the rotation of the input shaft 2 is transmitted to the long pinion P via the first clutch C1, the first sun gear S1, and the short pinion P1. This long pinion P
, The second sun gear S2 tries to rotate in the reverse direction. However, since the second brake B2 is engaged and the first one-way clutch F1 is engaged with the reverse rotation, The rotation of the second sun gear S2 is prevented. Therefore, the carrier CR rotates in the forward direction, the ring gear R1 rotates in the forward direction, and the rotation of the ring gear R1 is taken out from the counter drive gear 16, thereby achieving the second speed.

In the third speed state in the D range, the engagement state of the first clutch C1 and the second brake B2
Are held respectively. Further, the second clutch C2 is engaged. In this state, the rotation of the input shaft 2 is transmitted not only to the second sun gear S2 via the first clutch C1, but also to the carrier CR via the second clutch C2. Therefore, the first sun gear S1 and the carrier CR rotate integrally in the forward direction, so that both the short pinion P1 and the long pinion P
R, the first sun gear S1, and the input shaft 2 rotate integrally, but do not rotate. At this time, even if the second brake B2 is engaged, the first one-way clutch F
1 does not engage with the forward rotation, the long pinion P rotates around the input shaft 2 and does not rotate, so that the second sun gear S2 rotates integrally with the long pinion P in the forward direction and the ring gear R1 also rotates together with the long pinion P in the forward direction. That is, the ring gear R1 is directly connected to the input shaft 2 and rotates. By extracting the rotation of the ring gear R1 from the counter drive gear 16, the third speed is achieved.

In the fourth speed state in the D range, the engagement state of the second clutch C2 and the second brake B2
Are held respectively. In addition, the first clutch C1 is released, and the first brake B1 is engaged. In this state, the rotation of the input shaft 2 is transmitted to the carrier CR via the second clutch C2, but the first sun gear S1 is disconnected from the input shaft 2, so that the rotation of the input shaft 2 is reduced to the first sun gear S1. Is not transmitted to Therefore, the carrier CR rotates integrally with the input shaft 2 and the rotation of the carrier CR causes the long pinion P
And the short pinion P1 both rotate about the input shaft 2. At this time, the first brake B1 is engaged and the second sun gear S2 does not rotate.
Since 1 is cut off from the input shaft 2 and is free,
The long pinion P and the short pinion P1 both rotate, and the first sun gear S1 idles. Due to the rotation and rotation of the long pinion P about the input shaft 2, the ring gear R <b> 1 rotates at a higher speed than the input shaft 2 in the forward direction. By extracting the rotation of the ring gear R1 from the counter drive gear 16, the fourth speed of the high-speed rotation that overdrives the rotation of the input shaft 2 is achieved.

II. Reverse Range (R Range) In order to perform the N → R shift, the manual shift valve is set to the position of the reverse range (R range).

In the R range, the third clutch C3 is engaged and the third brake B3 is engaged. In this state, the carrier CR is set to the third brake B3.
Are fixed by the engagement of. Further, the rotation of the input shaft 2 is transmitted to the second sun gear S2 via the third clutch C3. Due to the rotation of the second sun gear S2, the long pinion P rotates in the reverse direction, and the carrier CR does not rotate, so that the ring gear R1 rotates at a reduced speed in the reverse direction.
The reverse rotation of the ring gear R1 is the counter drive gear 1
It is taken out to 6.

III. Parking range (P range) and neutral range (N range) The manual shift valve is set to the position of the parking range (P range) or the neutral range (N range), respectively.

In the P range or the N range, none of the clutches, any brakes, and any one-way clutches are engaged. In this state, the rotation of the input shaft 2 is not transmitted to the counter gear 16 and the rotation of the axle shaft 4
a and 4b do not rotate.

IV. Second Range (2 Ranges) The manual shift valve is set to the position of the second range (2 ranges). The first speed state in the two ranges is exactly the same as the case of the first speed in the D range, and the first speed in the two ranges is achieved similarly to the first speed in the D range. In the 2nd speed range of 2 ranges, the D
In the case of the second speed in the range, the first brake B1 is further engaged. In this state, the second sun gear S2 is prevented from rotating in either the forward or reverse direction in the case of the second speed in the D range. As a result, the second speed in the two ranges is achieved, and the engine brake is activated. The state of the third speed in the two ranges is the same as the case of the third speed in the D range, and is the same as the case of the third speed in the D range.
Speed is achieved.

V. Low Range (L Range) The manual shift valve is set to the low range (L range) position. In the first speed state in the L range, the third brake B3 is further engaged in the case of the first speed in the D range. As a result, the engine brake having a relatively large braking force operates. In the 2nd speed state of the L range, the operation is exactly the same as that in the 2nd speed of the 2 range described above.
Second gear in the range has been achieved and engine braking has been activated. The braking force of this engine brake is smaller than the engine brake at the first speed in the L range.
Further, in the 3rd speed state of the L range, the speed is exactly the same as that of the 3rd speed of the 2 range, and the 3rd speed in the L range is achieved similarly to the 3rd speed of the 2 range.

By the way, in the automatic transmission A, the second
The axial direction support device for the outer race 22 of the one-way clutch F2 is configured as follows. That is, as shown in detail in FIG. 4, a first spline groove 23 is formed on the inner peripheral side of the case 15, and a second spline groove 24 is formed adjacent to the first spline groove 23.
Are formed. A step 25 is formed between the first and second spline grooves 23, 24.

The outer periphery of the outer race 22 of the second one-way clutch F2 is spline-fitted into the first spline groove 23.
Are restricted from rotating in the circumferential direction. Also,
Snap ring 2 mounted in first spline groove 23
6, the front end of the outer race 22 is in contact with the rear surface, whereby the axial movement of the second one-way clutch F2 toward the front of the automatic transmission, that is, in the direction opposite to the direction of the second spline groove 24 is restricted. I have. Further, a baffle plate 27 of a third brake B3, which is a multi-plate frictional engagement element, is in contact with the front surface of the snap ring 26, and goes toward the rear of the baffle plate 27, that is, toward the second spline groove 24. Axial movement is restricted. This baffle plate 27 is connected to the third brake B3.
The return spring 28 is also used as a retainer.

On the other hand, the first and second spline grooves 2
A baffle plate 29 of a second brake B2, which is a multiple disc frictional engagement element, is in contact with the step 25 between the third and the 24th, thereby restricting the axial movement forward. This baffle plate 29 is also used as a retainer for supporting the return spring 30 of the second brake B2. A predetermined number of projections 31 are provided on the baffle plate 29 at the rear end of the outer race 22 in the circumferential direction.
Abuts, whereby the second one-way clutch F2 is restricted from moving backward in the axial direction. In addition,
The protrusion 31 at the rear end of the outer race 22 adjusts the axial position to prevent interference with the brake drum 32 of the second brake B2, and is not always necessary. Needless to say, if the interference does not cause a problem, the projection 31 can be omitted so that the rear end of the outer race 22 can directly contact the baffle plate 29.

In the axially supporting device for the second one-way clutch F2 thus constructed, the front end of the outer race 22 is axially forwardly supported by the snap ring 26, and the rear end of the outer race 22 is the second end. Since the brake B2 is supported rearward in the axial direction by the baffle plate 29, only one snap ring is required, and the groove processing of the snap ring can be omitted by one. As a result, the number of parts can be reduced and the number of processing steps can be reduced, so that the cost can be reduced, and the size and weight of the automatic transmission A in the axial direction can be reduced by one snap ring. become able to.

Since the baffle plate 27 of the third brake B3 is supported rearward in the axial direction on the front surface of the snap ring 26, when the third brake B3 is engaged, the rearward engagement force is reduced by the snap ring 26. , And the engagement force of the third brake B3 is
Does not work. On the other hand, since the baffle plate 27 of the second brake B2 is supported axially forward on the step 25 between the first and second spline grooves 23, 24, the second
When the brake B2 is engaged, the forward engaging force is supported by the stepped portion 25, and the second brake B2
Does not act on the outer race 22. As described above, since the engaging forces of the second and third brakes B2 and B3 on the front and rear sides thereof do not act on the second one-way clutch F2, even if the outer race 22 is supported by the baffle plate 29, The second one-way clutch F2 can be operated smoothly and reliably, and the durability of the second one-way clutch F2 can be improved. Accordingly, it is not necessary to increase the size of the components of the second one-way clutch F2 such as the outer race 22, and the second one-way clutch F2
The functions of the automatic transmission A can be reliably performed, and the size, weight, and cost of the automatic transmission A can be reduced. Furthermore, the axial positioning of the second one-way clutch F2 can be easily performed only by setting the position of the groove of the snap ring 26 and the position of the step portion 25.

Further, since the baffle plate 29 of the second brake B2 also serves as a retainer for supporting the return spring 30, the baffle plate 29 is always urged to the step 25 by the urging force of the return spring 30. It will be like. Accordingly, the second one-way clutch F2 supported by the baffle plate 29
Can be regulated stably rearward in the axial direction. In addition, the configuration in which the baffle plate 29 also functions as a retainer can reduce the number of parts, and the automatic transmission A
This is advantageous in reducing the weight and size of the device and reducing the cost.

Further, the snap ring 26 performs both the function of restricting the second one-way clutch F2 in the axially forward direction and the function of restricting the third brake B3 in the axially rearward direction of the baffle plate 27. One snap ring 26 can be commonly used for both of these restrictions. The common use of the components can further reduce the number of components, which is further advantageous for reducing the weight and size of the automatic transmission A and reducing the cost.

In the above-described example, the present invention is described as applied to an automatic transmission having a Ravigneaux type planetary gear, but the present invention is not limited to this.
Automatic transmissions having other types of planetary gears, automatic transmissions having no planetary gears, and the like, such as automatic transmissions having a multi-plate friction engagement element and a one-way clutch that regulate the rotation of gear elements, It can be applied to any automatic transmission.

[Brief description of the drawings]

FIG. 1 is a sectional view showing an automatic transmission to which an example of an embodiment of a one-way clutch support device in an automatic transmission according to the present invention is applied.

FIG. 2 is a skeleton diagram schematically showing the automatic transmission shown in FIG.

FIG. 3 is a diagram showing an operation state of each clutch, each brake, and each one-way clutch of the automatic transmission shown in FIG. 1 in each range.

FIG. 4 is an enlarged sectional view showing an example of a support device for a one-way clutch in the automatic transmission shown in FIG. 1 in detail.

FIG. 5 is a cross-sectional view showing an example of a support device for a one-way clutch in a conventional automatic transmission.

FIG. 6 is a sectional view showing another example of a support device for a one-way clutch in a conventional automatic transmission.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine crankshaft, 2 ... Input shaft, 3 ... Counter shaft, 4a, 4b ... Axle shaft, 5 ... Lockup clutch (L / C), 6 ... Torque converter, 7 ... Automatic transmission mechanism, 8 ... Counter mechanism, 9: Differential device,
Reference Signs List 10: single planetary gear, 11: dual planetary gear, 12: planetary gear unit, 15: case, 16: counter drive gear, 17: counter driven gear, 22: outer race of second one-way clutch F2, 23: first spline groove, 24 ... Second spline groove, 25 ... Step, 26 ... Snap ring, 27
... baffle plate of the third brake B3, 28 ... return spring of the third brake B3, 29 ... baffle plate of the second brake B2, 30 ... return spring of the second brake B2, 31 ... second one-way clutch F
No. 2, projection C1, first (forward) clutch, C2
... second clutch, C3 ... third (reverse) clutch, B1 ... first brake, B2 ... second brake, B
3: third brake, F1: first one-way clutch, F2: second one-way clutch

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Akitoshi Kato 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd.・ Within AW Co., Ltd. (72) Inventor Nobutada Sugiura 10th, Takane, Fujiicho, Anjo-shi, Aichi Prefecture Inside Aisin-AW Co., Ltd. (72) Inventor Masafumi Kinoshita 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (56) References JP-A-8-93889 (JP, A) JP-A-4-175543 (JP, A) JP-A-8-219263 (JP, A) JP-A-5-332406 (JP, A) JP-A-2-275170 (JP, A) JP-A-2-84058 (J , U) JitsuHiraku Akira 59-133863 (JP, U) (58 ) investigated the field (Int.Cl. ^7, DB name) F16H 57/00 - 57/04 F16H 3/44 - 3/78

Claims (3)

(57) [Claims] 1. An automatic transmission including a multi-plate friction engagement element for restricting rotation of a gear element and a one-way clutch, wherein the automatic transmission is provided on an inner peripheral side of a case of the automatic transmission in an axial direction,
A first spline groove in which an outer race of the one-way clutch is spline-fitted; and an inner peripheral side of a case of the automatic transmission, which is provided adjacent to the first spline groove in an axial direction, A second spline groove in which a predetermined friction plate and a baffle plate of a mating element are spline-fitted; a step provided between the first and second spline grooves; and a mounting in the first spline groove Baffle plate fitted with the second spline groove
Abuts the first splice by contacting the step.
The axial movement toward the gear groove is restricted, and the outer race of the one-way clutch is
By contacting the snap ring, the second sp
Axial movement in the direction opposite to the line groove direction is restricted.
And make contact with the baffle plate.
In the axial direction toward the second spline groove.
A device for supporting a one-way clutch in an automatic transmission, wherein movement is regulated. Wherein said A predetermined friction plate and the baffle plate is fitted in the other multi-plate friction engagement element to the first spline groove, Ba Tsu full plate of the other multi-plate friction engagement element, wherein Snap ring into the second spline groove
The supporting device for a one-way clutch in an automatic transmission according to claim 1 , wherein the movement in the axial direction is restricted. 3. A baffle plate of the multi-plate friction engagement element and at least one of the baffle plates of the other multi-plate friction engagement element serve as a retainer for supporting a return spring of the corresponding multi-plate friction engagement element. 3. The support device for a one-way clutch in an automatic transmission according to claim 2, wherein the device is also used.